Why does the Tacoma list the BD24 differential if it has the T24A? Is this an upgrade for the TRD Pro or something?
New LC Differentials (3 Viewers)
- Thread starter Jetboy
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- differentials gearing lc300 new lc
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TheLCProject
SILVER Star
Are you suggesting that you could take CV shafts from a 250 and put them into a 252?
Or rear axles shafts for that matter? I really can't imagine things being that modular to suggest you could take axle shafts from a 8.2" diff and put them into a 9.7" or 8.7" or whatever is larger.
At least we've settled that the TNGA-F vehicles aren't "the same". Now it's time to find out how much differentiation and interchangeability there really is.
I mean't within reasonable parameters of course.
This is an interesting case of a lot of differentiation between similar products ultimately increasing the interchangeability ( if you have the $$ and figure its worth these parts for whatever reason you see feasible )
So the more differences between them in general under one major platform obviously plays in our favor.
For me personally I don't doubt it whatever Toyota offers out of the box will be more suitable for my needs, but it will be interesting to see what the guys who do lots of mods figure is the best of each.
- Thread starter
- #24
It'll be interesting to see what shows up when we see actual vehicles and part number sets. It's unusual that the GX with almost the same peak torque would have a different differential size. It's not an item that wears out generally. It's almost purely sized up for higher torque.
Makes sense on the Tacoma given the hybrid models will not have awd, so the rear axle will at times take full torque. Rare scenario for the awd models.
If it is the case that the LC250 for USA has the smaller diffs - why would anyone buy it over the 4Runner? I know we don't know what the 4R is yet, but it'll almost certainly follow the Tacoma game plan. If so, it'll be better equipped, more capable, and less expensive. I don't think the LC name will carry much or any weight in buyer decisions.
Makes sense on the Tacoma given the hybrid models will not have awd, so the rear axle will at times take full torque. Rare scenario for the awd models.
If it is the case that the LC250 for USA has the smaller diffs - why would anyone buy it over the 4Runner? I know we don't know what the 4R is yet, but it'll almost certainly follow the Tacoma game plan. If so, it'll be better equipped, more capable, and less expensive. I don't think the LC name will carry much or any weight in buyer decisions.
TheLCProject
SILVER Star
This! I had a hunch early on, but wanted to give benefit to the doubt. Land Cruiser has become an appearance package. But I'm seeing now that they led us intentionally with their marketing statements in the press release:
"stays true to its heritage as a durable off-roader"
"the new Land Cruiser is designed, engineered, and tested to survive in the harshest of environments."
"paired with the legendary capability and durability Land Cruiser is known for"
I recognize those are generic, bland marketing statements, but they definitely don't ring true to me.
The 550/250 is essentially the same curb weight and engine output as the 300 but they are nerfing the 250 for the US market because we don't really need the "true heritage" of the Land Cruiser and we will just buy it anyway...
I feel like I've been caught up in a cult and my shelf is starting to crack and break.
Part of me feels this is a typo. But time till tell. The preproductions absolutely had 9.5 inch rear diffs. Would be a let down for sure. Seems odd the gx would be any different.
If all the US pre-production vehicles have been confirmed to have the larger differential, I wouldn’t jump to any conclusions yet.
FWIW, I read a recent article on the Tacoma with the I-4 Turbo, non-hybrid. While they had high praise for the transmission and engine in general, they said the engine did have some noticeable vibration that left it less than "refined". If this is the ultimately the case, it'll be the GX for me. I'll take a slight hit in mileage for a smoother and more refined twin turbo V-6.
^^^^ This.
Another great structural part of the entire TNGA philosophy is that different markets can get very different variations on the same platform, same vehicle series designation. And all of it fits neatly into transposable parts assemblies that can be fitted to different chassis/bodies based on— in the end— cost structure as well as market demands based on emissions, safety, and performance Requirements.
A I-4 will always have more V (NVH) than a 6. It’s built into the balance physics and structure of a rotating mass.
I don’t know if I would call 10 MPG a “slight hit”.
Yep.
Parading the big diff at the US reveal on pre-production and then delivering the small one would be dumb.
Still awaiting data.
US LC250 data won’t be out until actual beginning of production for this market. Assuming 1st quarter 2024.
Welcome to the dark side
- Thread starter
- #36
I'm still generally of the opinion that they're all different flavors of the same thing now. It's all parts bin mix and match. Sequoia/Tundra with the heaviest build at the top and probably fortuner or a new FJ Cruiser at the bottom. LC 300, 250, and 4R in the middle somewhere. GX550 continues to look nearly identical to LC300. LC250 goes further down market it appears. Time will tell for USA market version.
What's interesting here is that I'd rather have the 8.9 front than the 9.5 rear if I have to choose only one. The 8.2 is incredibly strong and compact. I think it'll hold up to 37's if the LC250 isn't 6k lbs. If it is - the 8.2 seems a bit light duty. But the front is the weak link. The 8" front clamshell is fine, but not overbuilt. I was never able to break one in my 4Runner or a front CV for that matter. Which is frankly remarkable IMO. But I only had 34" tires. Going to 37's and I'm not so confident that the front 8" is up to the task. Additionally - it's easy to swap the 8.2 for a 9.5. Rear axle swaps are an afternoon in the shop. Swapping front diffs? that's a major undertaking in most cases. If they are now just mix and match, that'll be pretty neat.
What's interesting here is that I'd rather have the 8.9 front than the 9.5 rear if I have to choose only one. The 8.2 is incredibly strong and compact. I think it'll hold up to 37's if the LC250 isn't 6k lbs. If it is - the 8.2 seems a bit light duty. But the front is the weak link. The 8" front clamshell is fine, but not overbuilt. I was never able to break one in my 4Runner or a front CV for that matter. Which is frankly remarkable IMO. But I only had 34" tires. Going to 37's and I'm not so confident that the front 8" is up to the task. Additionally - it's easy to swap the 8.2 for a 9.5. Rear axle swaps are an afternoon in the shop. Swapping front diffs? that's a major undertaking in most cases. If they are now just mix and match, that'll be pretty neat.
TheLCProject
SILVER Star
You obviously haven't looked at it wrong. Try that..I've never broken a 1998 100 series front
So anything should be fine
Zjohnsonua
SILVER Star
A few modern axles are heading this route for manufacturability. Per our diff designer "You don't have to mess around with shimming, and pinion nut doesn't have to carry a bunch of clamp load to preload it. You just press it in to depth and go." A HEAVY caveat here is that we're talking about whole differential system, not one given part, and that the gears used here are not the same as anything from the aftermarket. These modern OEM units are made on high precision grinding apparatus ($$$$$$$$), rather than the traditional/familiar hobbing and milling machines of yesteryear which have worked their way into the aftermarket. This is why you aren't asked to bring you USD60k ride back in 500 miles after purchase to have your gear oil replaced.
This should also answer your question on the sleeve / spacer.
- Thread starter
- #40
I really hope you're right on this. I'd LOVE to bypass the shim and paint process. Especially in the clamshells. Toyota (and others) clamshell setup is a F'n nightmare. To do it right with a shop press and typical machinist measuring tools instead of laser telemetry measurement tool like the mfgs have - it takes a long time. I sure hope that's the future. It would be a dream come true for me to be able to just buy OEM gear sets and toss them in once, button it up, and be done.
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